ADEtP > November/December 2009 > FEATURE > Mazda's Approach to Hydrogen Power > GaryS.

VasHash > gsv@autofieldguide com

MAZDA
APPRDACH TD HYDRDGEN
When you have an engine unlike everyhody else, you can do things in a way that nohody else can. And it may he the fastest way to massproduced hydrogen-powered vehicles.
by Gary S.
18

> EDITORIAL DIRECTOR

While the rotary engine has been ahandoned by all vehicle maniiracturcrs wilh the exception of Mazda, that company has not only continued to refine and optimize what it calls its RENIiSIS rotary engine-which is found beneath the hood of its RX-8 sporis ear-but Mazda engineers are quite literally

"It Looks like an RX-8. Has a rotary engine under its hood like an RX-8, Is an RX-8. But that engine is modified so that the vehicle is powered by hydrogen. But it runs on gasoline, too. taking the rf)tary engine lo an all-new level by powering it with hydrogen. And according to Akihiro Kashiwagi. Hydrogen RE Development Program Manager, at Mazda Motor Corporation, the rotary combustion chamber, which proved lo be so vexing for some auto manufacturers, actually has an ideal configuration for handling hydrogen fuel. First of all. know that with comparatively minor modifications, a conventional internal combustion engine (ICE) can handle hydrogen. That's not an issue. So it's not that the rotary engine hy its nature can do something that one witb pistons can't. But as Kashiwagi explained, (he fact that hydrogen is highly combustible makes using it in a reciprocating ICE a bit tricky. That's because as an engine runs, the exhaust valves become hot. So if the fuel-air mixture is injected into the hot cylinder, and if that fuel just happens to be hydrogen, then the hydrogen is likely to ignite too early, giving rise to what he describes as "abnormal combustion."' Another issue relates to the comparative densities of gasoline and hydrogen, with hydrogen, of course, being far less dense (after ail, it is a gas.) What this means is that in order to get ihe required level of fuel for combustion there needs to be a lot mure hydrogen in the cylinder: 29.5% of the volume of the chamber versus 1.7% for gasoline. As a result, it is difficult lo get a sufficient amount of air in a typical cylinder for complete hydrogen combustion. However, in a rotary engine, the intake, combustion, and exhaust chambers are separate from one nnolbcr. Consequently, wben tbe hydrogen is injected into the

Can You Zoom Green?

While it may sound rather oxymoronic, since 2007. Mazda has been pursuing what it calls "Sustainable Zoom-Zoom." After all. doesn't the "Zoom-Zoom" part seem to undercut Ihe "Sustainable" part? That may seem to be the case, but not to Scita Kanai, Mazda's direclor and senior managing executive olTicer in charge of RUD, Program Management and Powertrain Development: and president. Mazda Engineering Et Technology Co., Ltd., and his staff. He explains that the basic policy is to provide "benefits Ui all Mazda owners, rather ilian limiting our efforts to a few eco-trienilly vfliicles." So they're taking on a program ihat addresses both basic vebiclf lechnology and manufacturing processes in order lo achieve a 30% improvement in fuel economy by 2016a 30% improvement versus where they were in 2009. This, Kanal said, will require "a renewal of almost all of our powertrains and platfonns." They are working on new diesel and internal combustion engines. The diesel will feature piezo injectors, a two-stage turl>ocharger, a new lype of paniculate filter, and an aluminum block, flie gasoline engine will feature new direct injectors and variable valve timing for both intake and exhaust. What's more, new sixspeed automatic Iransmissions are being developed that, he said, will provide better fuel economy on the order of 4% to 7% compared with today's automatics. In addition to which, they are taking more ihan 100 kg out of new products. There will be a new vehicle plaifunn in 2011 thai has cut that amount of mass compared to current models, and then an additional 100 kg will be taken out by 2016. AU Mazda products will be lighter as they are developed. Kanai said that this is being accomplished in three ways: (1) creating more "ideal structures," via CA: analysis; (2) using new manulacturing processes for forming {e.g., hot stamping: hydroforming) and joining; and (3) performing material replacements, such as increased use of aluminum, magnesium, and plaslic. He stated that for the first 100 kg, he estimates tbat 84% is via the improved structural design (which, he noted, would also be less expensive to produce). 13% through new manufacturing processes, and 3% by material replacements. This is the Mazda MX-5 Superlight, a show car, but one about which Peter Birtwhistle, Mazda Motor Europe's chief designer said, "Now that weight reduction has become a dominant factor in automotive development, the time is ripe for it. We show how lightweight a car today can be." No roof, but special roll-over bars. No windshield, so no wipers. But an aluminum wide-angle mirror for rear viewing. A carbon fiber panel forms the hood for the dashboard frame, and the dash is made with a fiberglass-reinforced plastic. The bucket seats are carbon fiber. The curb weight: 995 kg (2,189 Ib.)

ADftP > November/December 2009 > FEATURE > Mazda's Approach to Hydrogen Power > Gory S. Vasitosh > gsv@autofieldguidc.com

rotary engine, there is no pretnarure combustion. In addition to which, the air/fuel issue is more readily addressed by adding an injector to the roiary engine, which is exceedingly difficult tu do given the packaging of a typical combustion chamber. These factors, as well as the longer cycle of a rotary engine, means that there is more complete combustion of the hydrogen, which means that there Is better use of ihe available energy. To be sure, Kashiwagi confirmed that a fuel-cell is more efficient than hydrogen combustion in a rotary engine. But there is one non-trivial factor that needs to be taken into account. Fuel-cells for automobiles are still an amalgam of a science

Electronically-controlled hydrogen gas injector Hydrogen gas

t
Side seal

Electronically-controlled hydrogen gas injector

Air

Apex seal

Exhaust seal Corner seal Spark plugs Rotors

Here's how the rotary engine handles hydrogen. 8ecause there are separate intake, combustion and exhaust sections, premature combustion from exhaust heat is not a problem as can occur with a typical cylinder-configured internal combustion engine.

The comparative low density of hydrogen versus gasoline means that there needs to be two storage tanks to contain the 105 liters of hydrogen that are held at a pressure of 35 MPa (or 350 bar).
experimeni and fine Jewelry creation. In the Mazda approach, the engine in an RX-8 Hydrogen RE is essentially the same engine thai is used in an RX-8 thai you can find on a dealer's lot right now. Consequently, the manufacturing cost for the engine is but a mere fraction ofthat of a tiicl-cell. So ramping to production is readily accommodated. But there's another advantage to using whal is ordinarily a gasoline-powered engine. The comparative low density of hydrogen versus gasoline means that there needs to be two storage tanks to contain the 105 liters of hydrogen that are held at a pressure of 35 MPa (or 350 bar). These tanks are located in the trunk space of the RX-8 Hydrogen RE. This provides a sufficient amount of fuel for the vehicle to travel approximately 62 miles (a.k.a.. 100 km). However, given thai there could be some issues finding a hydrogen refueling station, and given that this is an internal combustion engine, Kashiwagi explained that Lhe fuel system is engineered such that there is a 5-liter (1.3-gallon) gasoline tank on board, as well. With rhe flip of a switch mounted on the dashboard, the vehicle can he powered by gasoline. The amount of fuel is sufficient for about 28 miles of travel. As Kashiwagi simply put it. "The hydrogen engine is very practical technology versus the fuel-cell vehicle."

Mazda, of course, has engineered a hybrid. This one uses the Hydrogen RE system that's used on the RX-8 hydrogen vehicle, but it includes a series-type hybrid setup, as well. Called the Premacy Hydrogen RE Hybridthe Mazda5 is known as the Premacy in Japanthe system transforms all engine output into electricity (the rotary engine is directly connected to a generator) and then uses that electricity to drive the permanent magnet synchronous motor to drive the wheels. There is a lithium-ion battery package that stores energy from the generator and the regenerative braking, then supplies it to the

'FYl: According lo Mazda engineers, the amcfroni of combusted hydrogen irai'els at appro.rimoteiy 265 cm/src in siiiiehiometric coniliiions. It is a corn pa rat i rely .ilow 40 cm/ sec for gasoiiiie. Wliiiit t'.rpiaiiis. in pan, why hydrogen is lhe fuel of choke . . . for NASA.

motor as required.

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